Valve and valve-gear of internal-combustion engines.



l. C. MCINTOSH. VALVE AND VALVE GEAR OF INTERNAL COMBUSHON ENGINES.

fifil 1 291 APPLICATION FILED DEC. 20, 1909.

N. r w m.. 2 mm m /i. a: a a 9 J. C. McINT'OSH. VALVE AND VALVE GEAR OFINTERNAL COMBUSTION ENGINES.

Mine

J. C. MclNTOSH.

VALVE AND VALVE GEAR 0F lNTERNAL COMBUSTION ENGINES.

I Patented Jan. 2,1917.

FSHEETS-SHEET 3.

APPLlCATlON HLED lJEC.20| 1909.

J. C. MclNTOSH. VAVLVE AND VALVE GEAR OFIINTERNAL COMBUSTION ENGINES.

APPLICATION FILED DEC. 20, 1909. 1,1 1,201. Patented Jan. 2,1917

TSHEETS-SHEET .4-

@xyim J. c. Mc!NTOSH.' VALVE AND VALVE 'GEARDF INTERNAL CDMBUSTIONENGINES.

1,21 1,201. Patented Jan. 2, 1917-.

I SHEETS-SHEET 5.

APPLICATION FILED DEC.20, I909.

J. C. MclNTOSH.

VALVE AND VALVE GEAR OF INTERNAL COMBUSTION ENGINES. APPLICATION FILED05c. 20, I909.

1,211,201. 4 Patented Jan. 2,1917.

7SHEETSSHEET 6.

J 2 V I I; I M S I I I F I 55' I@ I I sag-'1 R Q Q, III- i jizveni'q jamczm ezz mic 9%- J. C. MclNTOSH. VALVE AND VALVE GEAR OF INTERNALCOMBUSTION ENGINES.

APPLICATION HLED DEC. 20. 909. 1,21 1201. E

7p 1 9 11 7 2n .w as T E H m m a P jwen Zr VALVE AimvALir -eEAn orVIN'IERNAL-CQMIBUSTIOQN ENGINES,

(i/Z5 whom may; concern: I

L'Ee it hnewn. that I, JOHN CAMPBELL M0- 'N'FOPH, of Gienheli, The Glen,by Paisley, 1 h have invented certain new, and in Improvemehts in theValves and use Valve-Gear e'f lnternel-(lombust-len Engie e, of whichthe following s espeelficatime i This invention which relatesate-improve meets in and connected With internal eemimstien engines, hasfor its objeet to simplify the construction of such, and to ebt'ei-nbetter rre'ifits, and; eensietsef en i1npre eri de lee-. for eperatingthe cylindrical. sleeves ger h e which carry valve; epenings er ports tieon, from twe diametr cally eppeseci "ts from one sheftz e means-wherebythe (1 valve sleeves may bereesiiy' remeved for eX-a'minrition throughfrom, .orwithfthecyl inder heed; upon-i in in the cyhr der heed erheads, bearings being; also previded fer theieheft, qTh'e cylmitt-i on 71 Wither below the T 011 wh h iehi e ferh F in the e ghruiier and upon.liner the n treveie. Th separated the Q51. ed er Q Jami e enyeuilthhle U315 end. cerries upefi it en' thegeidere- ""frxmi tirmn the e201 cehipress ioni rings 'eh are 'W from ah'em At the Ew erna,

1e water 321C M 9R1}; 1 mitts 0%. the engine heetien of the eccentric orseeend-ary crank shaft ever eeeh cylinder and by simply. 1m cyiinc iehes-1i, attachment, the re combustion end f the shaft at t1 7 cyhneerheed eerrymg I ALEXAR AND JOHN LIDDLE,BOTH'- 0F GLASS Speeifieatipn ofLetters Eatent.

der head.

with cyiinciei heed sleeves final/water the inner eiv e Fig 7 3 'ear g:the rah if I ILLE'I' Apiilication fileii December 20-, 1909.; Serial NeI534,168.

the bearihgs therefor and else-theeeneeeting'rods and Valve sleevesmaybe easily re, mdved. H J {I I I} .1

In producing the improvements the Object aimed at'ley me has been'toproduce iou jso; 5 stroke eyelemotor, on the slide valve princi pie,more positive and flexible in-ection Chit-ILL; hitherto, and also to"creetefflzimengine' as '1 free'f rorn noise, and compiic'atien's itsposw sib1e,} While [at 'the same time *possessing en 5 exceptionally iderange" of'psp'eed an pe rf n i In order that My invention ma betjprope11 'nnderetoed and reedily'ezirrie into ef feet," I h are hereiiiiteappended seven:sheetei'zg; of kil'ewil sib f which W.

jFi nre ljisi e seeti he-1' longitndi'ne fetish of}; Slide venve motorembedy. inyzentiong Fig 2 is' at seqti'enel eleyet le the 'seh'ie'.Fig.1 3-is dplah, end Fi'g l'isie-n, e1e3 at'reh partlysectionalrespective f th meter: heiting fo'ilr Cylinder heed is asectional eievetie'n "shp'wing eiylinde heed reime'v'ed for insgieetionand the eyiin r der, iiner separz teironi the *eylinder hen-(L ahd rencflvifed therefrehii Fi'gbfi is-ai s'ec-i tio'nal elevation o'f'e'meteriwith the' cylinde'r; liner Water cooled and attached to theeyiiiie Fig. 7 is'e seetieneielevatio-fr cooled liner remo ved. Fig. 8is at sectienhxl' eteve tion of the cylinder head sleeves-mid Water4500. ed line]? retrieved fromth-e ivit'er, jacket. Fig, 9elengitildinai ele rfutionzfenct end lrespectiveiy of theinner valvetsleer'esi. 10,19; elongitutiinei elevation; and eiii rfespeetii' ehz ofthe .o/uter valveisleev l elevation of \m'eto v v bUt showingkietzi'lie'n-r carrying 'cemprehsieli rings zi'beve m1 heiew'th'e vnlveporbs. 11511 detached.

sleeves on the oz 'teriside ter yt'eke FigJiAt ieeeimi'mr NiQW 100 zit-;r1ght n'gles to that ao'fi' Figt gw. i i' e eveltien et th eeutrysleize .rii'1;;sen'f its ,exteBiQr r 4, meii); "si15ht'1ydiiienentzmeflmd 01:" fitting the compression rings,e11 here; after morefully referred to and described. As will be observed trim the drawings,power is transmitted from the main shaft A, through inciesed skew orother suitable be noticed that each upper end small extension .have upongearing A and a'vertical spindle B to a lay or secondary shaft Gsituated along the center of the cylinder heads D. The ar rangenie'nt ofthe cranks E, F, and valve g-ports' upon the sleeves G, H, and themovements of the sleeves G, H, for the opening and closing of the valveports 0,

as shown in the drawings, may be similar to what is nowthe practice incertain types, or the cranks E, E, and arrangement of the valve ports 0and the movements of the sleeves G, H, for the opening and closing ofthe valve ports 0 may be a reversal of the practice in said types. Thelay or seeondary shaft O which may by a suitable arrangement of the skewA or other gearing, be made to run at the same speed as the main shaftA, or at a faster or slower speed to suit the arrangement of the openingand closing of the valve ports upon the sleeves G, H, and thearrangement of the cranks or eccentrics E, F,-ma y be made in one piece,or preferably as is shown in the drawings, built up so that eachcylinder head D carries its own separate portion thereof for removaltherewith, flange X or other suitable couplings being provided upon thelay shaft C at or near the ends of each cylinder to allow of itsdisconnec-- tioncarries upon it at a position above each end ofeach.cylinder a pair of cranks E, F, or eccentrics from which power istransmitted to the valve sleeves G, through small connecting rods 1, J.It will valve sleeve G, H, carries upon its pieces G H which may be ofany suitable size or shape which allows them to be connected to thevalve connecting rods I, J, and them bearings Gr H Figs- 9 and 10, orconnections at or near the top thereof and engaging with the lower endsof the valve connecting rods I, J, to which they are connected in anysuitable manner.

piecesGr H and valve connecting rods 1, J it will be seen that two smallrectangular or other suitable shaped apertures Kare taken out of theends of each cylinder head I) to provide for the operation of thevalves. The height of these apertures K is of course the height of thecylinder head D, the water jacket R of the cylinder being carriedacross, solid R where that portion of the cylinder head D coincides withthe cylinder while at.

other portions it may be left partly open R to act as water.communicating ports between the cylinder head D and the main waterjacket R of the cylinder. 6o seen that in the case of a multi-cylinderengine, Flg, 3 and 4, where the cylinders are cast together as a singlecasting that as the two ends D D of two cylinder heads D cometogether,.the apertures K on the ends yes of each coincide and thusform, as it" were,

.upon two supports C C springing from the .cylinder a: E, e H1.

and accommodation. from the drawings that a liner M inter i Toadcommodate the valve extension It will be a single rectangular or othersuitable shaped box between two cylinder heads D, into which theconnecting rods 1, J, of the valves of two different cylinders S, SFigs. 3 and 4c, dip. -'1-he aperture K thus formed, it will 76 benoticed may accordingly be utilized for lubrication purposes, as agrease cup or oil well, as the aperture K and valve mech anism C, E, F,G H G H, I, J, are in: closed in a detachable cover K casing. When eachcylinder S, S is a separate casting the a]' rtures may of course remainseparate. 'lhe bearings C for the lay or secondary or eccentric shaft Gare provided 80 head D at or near the ends K Fig. 3, of the aperture K.A semi-circular bridging piece T stretches from one support 0 to theother. C along and above the cylinder head D, giving strength to thesupportsC C and bearings C forms the lower half of that portion of thelay shaft casing K and at the same time an oil well which may be usedfor lubrication of the bearings C 'and,connecting rod bearings Thecenter of the cylinder head D, as seen in Figs. 1, 2,. 3, 5, 6, 8, 11,13 and 14 forms a depression in the middle of which provision is shownfor the sparking plug L under the lay shaft 0, the depression on i thecylinder head of even very small powers being sufiicient to allow of itsintroduction It will be observed venes between the piston N and thevalve sleeves G, H, and forms the surface upon j which the piston Ntravels, thus taking the.

place of an orthodox cylinder and having the valve sleeves G, H,externally to it, this for several reasons being a much betterarrangement in practice than allowing the valve sleeves G, H, to dropdown into a cylinder-in contact with the piston.

The va'lve sleeves G, H, shown'on the drawings will be seen to beremarkably small and light, and while in the positions shown being freefrom the disadvantage due to the, friction of the sleeves G, H, with andagainst the piston N, where'the two are in contact, they have also theenormous advantage that in. the event of a breakage .occurr1ng,.thebroken portion will merely sleevesthemselves has been considerablyreduced owing to their shortness.

the length of the-valve sleeves G, H, need be no greater than shown inthe drawings, which 13( indicate their lower ends G H at or near}-theiipmost pointof travel a little below the its valve ports 0,compression rings P Q 111 lowest compression ring Q, on the liner.

Ilhe. liner-QM, in Figs. l and 2, is shown in -,detacl1edform, itsengagement.{M with the cylinder head 1) being 'just above the valveports Q. It will be observed that compressionfrings-are fitted aboveandbelow the valve ports 0, the upper rings P being M is shown-in Figs.11 and-12,.which shows Tfitted upon the cylinder head .D,:the lower ones'Q upon the liner. An alternative method ofconstructing the detachableliner it-arranged'to carry compression rings P Q both abovel R and below"Q the valve ports O,;,its joint M? with. the cylinder head D occurringabove the uppermost compression ,ring P The compression rings mayhowever be arranged on the liner M or water jacketR, Figs. 13 and 14, asshown in Fig. 16, where two or broad rings P and. Q are arranged -tosurround the liner M or water jacket R velliptically, passing betweenthe valve ports O,'from above the one P to below the otherQ I In Figs.13 and 14 the liner is shown to be integral with the cylinder head, butohviously it is possible to modify this construction so that the linermay be separated from the head or may be withdrawn with the same, and itmay be also water cooled R as shown in Figs. 6 and 8, where it takes theform of and is perhaps better designated as an inner water jacket andarranged to carry upon it on the side removed from the piston N, thecompression rings P Q which are in contact with the inner valve' sleeveH. The length of the liner M indicated in the drawings shows its jointMwith the water jacket walls, occurring'just below the lowest point oftravel of the lowest piston ring N this position being deter mined on toobviate the piston rings riding over the oint M3. A dotted line W in thecenter of the lower portion of the water jacket wall will be noticedon'the drawings indicating a drilling from the crank chamber V tothespace U allowed at the bottom of the valve sleeves G, H, for theirmotion. These drillings W may be used in two ways for lubricationpurposes, oil being led to the lower ends W? under pressure and forcedupward to the sleeves G, H, or they may be employed as relief vents tocarry off anyexcess of oil. In place of the drill- .ings W a pipe mayboused for the" same purpose.

. The modified construction for operating i the valve sleeves G, H, fromor near two to diametrically opposed points thereon from one lay orsecondary shaft G without the valve sleeves G, H, coming into contactwith the piston N, is shown in Figs. 13 and 14.

In this form the-valve sleeves G, H, are passed down the outer Wall E ofthe water jacket Rwliich carries upon it on its outer wall R at aposition above I? and below Q contact with the inner valve'sleeveI-l;The 3 enter valve sleeve G,Fig. 15, is arranged to 7o carryvcompressionrings P Q upondtseX- terior surface R in contact with-theinner surface R ofa cylindrical coveringR for the valve sleeves G,EL-and upon; which provision is made for induction Y flandfex haustports Z and flanges Y Z for conned-" tion to-the inlet and'exhaustpiping. In thisapplicationof the "principle it is un necessary to havethe cylinder =head"de tachable, and it will be seen that the uncoupling3o Xof the lay shaft C allows the valve sleeves] G, H, to'be'withdrawnfrom their position) The compression holding arrangements-Q shown areamply sufficient, as owing to the two point suspension and positiveliftofthe; valves, -theirconstruction can be brought? to an accurate slidingfit. The number of compression rings above and below the valve ports maybe varied in number.

- On the score of accessibility alone the engine presents exceptionallystrong features, as it will be seen that the uncoupling Xof the layshaftG and removal of the cylinder head fastening nuts of any cylinder,enables one to detach the cylinder head D which brings away with it itsown portion of. the lay shaft 0 together with the valves G, H, and valvemechanism I, J, G H G H a feature which has never before beenpossible,as shown in Figs.- 5 and 8.

Claims. A

1. In an engine of the class described the combination of a cylinderhead, a piston movable with'respect to said cylinder head, a shaftoperatively connected with said piston, a secondary shaft at thecombustion end, an inner and outer valve sleeve, in engagement with eachother and surrounding said cylinder head, and means for actuating saidsleeve fromsaid secondary shaft.

2. In an engine of the class described the I combination of acylinderhead, a piston slidable with respect to said cylinder head, ashaft operatively connected with said piston, a secondary shaft atthecombustion end in driving connection with said first named shaft,valve sleeves in engagement with each other and surrounding saidcylinder head, means for connecting said valve sleeves with saidsecondary shaft, said means engaging said sleeves on a plurality ofpoints on the.

v eircumferencetliereof, and a casing for said movable with respect tosaid cylinder head,'a

shaft operatively connected with said piston, a secondary shaft at thecombustion end in driving relation with said first named shaft valvesleeves 1n engagement With each other E30 and surrounding said cylinderhead, means for connecting said valve sleeves with said secondary shaft,said means engaging said sleeves on a plurality of points on thecircumference thereof, a casing for said last named shaft, and a casinginclosing said connecting means, said casings being in communicationwith each other.

4. In an engine of the class described the combination of a cylinderhead, a piston movable with respect to the cylinder head, a

shaft operatively connected with said piston, a secondary shaft at thecombustion end in driving relation with said first named shaft, valvesleeves in engagement with eachother and surrounding said cylinder headextensions projecting from each of-said sleeves at diametricallyopposite points, the extensions of all of the sleeves being in alinementwith respect to each other, eleond shaft, a lining in the cylinder-headand means for water cooling the lining, head and valve sleeves.

In testimony whereof I afiix niv signature in presence of two witnesses.

. J. CAMPBELL I -eINTOSH. Witnesses:

JOHN LIDDLE, JOHN TRAIN Lnmnn

